File:Railway and locomotive engineering - a practical journal of railway motive power and rolling stock (1907) (14780916933).jpg

Identifier: railwaylocomotiv20newy (find matches)
Title: Railway and locomotive engineering : a practical journal of railway motive power and rolling stock
Year: 1901 (1900s)
Authors:
Subjects: Railroads Locomotives
Publisher: New York : A. Sinclair Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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ulation of ice and snow in thewinter, which is usually experienced onoutside car steps. Very few changes have been made inthe mechanical transmission on the fronttrucks from that used on the previous pie, and the economy in the consumptionof gasoline and reduced duty on thetransmission mechanism is such that thepracticability of these cars for every dayheavy service is certainly demonstrated.The car weighs 61,000 lbs. High Steam Pressures. A short time ago Prof. W. F. M. Gossread a paper on High Steam Pressuresni Locomotive Service before the West-ern Railway Club. The paper was in sub-stance the results of a series of tests madelast summer at Purdue University to de-termine the value of high steam pressurein locomotive service. The tests includeda series of runs in which the averagepressures were 240, 220, 200, 180, 160 and120 lbs. The locomotive used was theone known at the university as Schenec-tady No. 2. The work with the experimental loco-motive has shown that those difficulties
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NEWEST UNION P.ACII-IC GASOLINE MOTOR C.^R. cars, except to substitute steel gears inplace of bronze. The engine proper wasbuilt in Omaha shop, of special design;10 by 12 cylinders with jump spark igni-tion and especially designed with liberalbracing and well proportioned parts toavoid a possible chance of breakdown orfailure. The engine develops as high as230 h.p., and handles the car with greatease. A remarkable advantage gained in thisengine is that the car speed is almost en-tirely controlled by the throttle, the sameas a locomotive; even on grades the speedof the car can be varied from 3 to 70miles an hour by means of throttle andspark levers only, or it can be started onwhat is known as high speed. The en-gine is direct connected to the axle, al-though it is preferable to use the gearsin putting the car in motion, but afteronce in motion the gears are thrown outand the speed of the car entirely con-trolled by the speed of the engine. Thismakes the operation of the car very sim-

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